Safety signal switch for automobiles



Dec. 10, 1940. L. J. KOBIELLA SAFETY SIGNAL SWITCH FOR AUTOMOBILES FiledFeb. 25, 1939 4 Sheets-Sheet 1 Dec. 10, 1940. J KOBIELLA 2,224,457

SAFETY SIGNAL SWITCH FOR AUTOMOBILES Filed Feb. 25, 1939 4 Sheets-Sheet2 6 60 e 2 1 60 45 a E i 6/ 150977501. 41w am L. J. KOBIELLA SAFETYSIGNAL SWITCH FOR AUTOMOBILES Filed Feb. 25, 1939 Dec. 10, 1940.

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Dec. 10, 1940. J. KOBIELLA 2,224,457

SAFETY SIGNAL SWITCH FOR AUTOMOBILES Filed Feb. 25, 1939 4 Sheets-Sheet4 Mmmmmmmil'mflfu r Patented 10, 1940 PATENT OFFICE SAFETY SIGNAL SWITCHFOR AUTOMOBILES Leo J. Kobiella,

Sebastopol, Calif.

Application February 25, 1939, Serial No. 258,553

2 Claims.

This invention relates to a driving signal system for an automobile, anda general object of this invention is to provide a practical andellicient device to supersede the hand and arm method of signaling.

Another general object of this invention is to recommend in a device ofthis character, a system of colored light signals that are dependableboth day and night, and to provide a controlling means therefor that isfoolproof and convenient to operate.

Another general object is to obtain in an arrangement of the'characterindicated, a construction which permits of mass production inmanufacture; facilitates quick assembly of the parts, and is easilyinstalled, at a relatively small cost per unit, on all makes and typesof motor cars.

More specifically the principal objects of this no invention are, first,to provide a left turn indicating switch and a right turn indicatingswitch which may be operated to closed positions without removing thehands from the steering wheel; second, to provide in the steering wheelhub, a 25 means for automatically returning said switches to openpositions without any conscious eflort of the operator; third, torecommend a stop signal switch in automatic operative arrangement withthe accelerator pedal so that its operation re- 30 quires absolutely noattention; fourth, to recommend an individual left turn indicatingsignal lamp and an individual right turn indicating signal lamp for thefront, and an individual combination left turn and tail signal lamp andan individual combination right turn and stop signal lamp for the rearof the automobile; fifth, to recommend each of said turn signal lamps beprovided with a conventional flash type electrical bulb and the tail andthe stop signal compartments thereof with ordinary bulbs; sixth, torecommend for the steering wheel hub cover, a red and a green signalindicator lights to correspond with the colors of the left and the rightenth, to recommend the wiring be arranged so that all of the circuits,switches and signal elements of this system derive their electricalcurrest through the ignition switch of the auto- 50 mobile when saidignition switchis in the on position.

Other important objects and advantages of this invention will beapparent from a reading of the following description taken in connection55 with the drawings, wherein for purposes of ilturn signal lamp lensesrespectively; and sevv lustration I have shown a preferred embodiment ofmy invention. In the drawings:

Figure 1 is a horizontal top plan view of a steering wheel hub covermodified in accordance with this invention. 5

Figure 2 is a transverse vertical sectional view taken through Figure 1approximately on the line 2-2 and looking toward the right in thedirection indicated by the arrows.

Figure 3 is a horizontal view of the stationary l0 mounting member withhub cover removed,

' taken through Figure 4 approximately on the line H and lookingdownwardly in the direction indicated by the arrows.

Figure 4 is a transverse vertical sectional view 15 taken through Figure1 approximately on the line BI and locking inwardly in the directionindicated by the arrows.

Figure 5 is a horizontal sectional view taken through Figure 4approximately on the line 44 and looking downwardly in the directionindicated by the arrows.

Figure 6 is an enlarged vertical sectional view taken through Figure 4alongside of one of the steering wheel switches and showing the relationof the switch plunger to the plunger camming means for returning theplunger to an upward position after manual depression so as toautomatically restore the switch to 0! position, the plunger being shownin ofl" or normal position wherein the steering wheel is in the normalstraight ahead position as indicated by the arrows.

Figure '7 is an enlarged view similar to Figure 6 but showing the switchplunger depressed whereby the switch is in the "on position, and showingthe plunger depressed to a position to engage the camming spring, thelatter having Just disengaged the cam from the cam seat as the steeringwheel was turned in the direction indicated 40 by the horizontal arrow,thereby allowing the cam seater spring to freely slide the cam under thecamming spring to the opposite side thereof without opening the switch.

Figure 8 is an enlarged view similar to Figures 6 and 7 but showing theaction of the parts as the steering wheel is returned toward the normalstraight ahead position after being turned beyond the point shown inFigure 7, the cam seater spring having fully reseated the cam at theopposite side of the camming spring, and the cam acting to thrust thecamming spring upwardly, thereby elevating the plunger and thusautomatically reopening the switch.

Figure 9 is an enlarged fragmentary sectional 56elevationalviewtakenthroughoneoftheindividualswitchessuchasisshowninilgures4,8,7and8.

l 'lgureslotoleinclusiveareviewsoftheparts comprising each oftheindividual turnsignalswitches:

Figuremisaverticalelevationalviewofthe knuriedclampingnut:

I'igurellisaverticalelevationalviewoftheshanlnwhereonthedottedlincsindicatethe' outlines oftheinner bore;

l'igure izisavertical elevational viewof the casrigurelalsalongitudinalperspectiveviewof the plunger;

Figure 14 is a horizontal perspective view of theupperdielectric washer:

Figure 15 is a horizontal perspective view of the conductive annulus:

Figure 16 is a horizontal perspective view of the lower dielectricwasher;

l'igurel'lisaperspectiveviewoftheexpandinsspring:

l'igureliiisaperspectiveviewofoneofth circuit closing balls;

Figure 19 is a perspective view of the other circuit closing ball.

.Referringindetailtothedrawinmandparticularlytol'igures2and4,thenumerallgeneraliydesignatesthesteerlngcolumnoftheautomobilewhich includes the outside tube I. the rotatable tubular steering shaft1 and the inner stationarytubetwhichisarrangedtoinciose the conduit I inwhich the various conductors llareincascd.

'lhenumeralllgenerallydesignatesthesteering wheel which may be of anyconventional designandpossessuthewellilinitshubwhich includes the upperrelativelyshaliowpart II and the central relatively deep part II, thelatter including the centralized flange II which immediately surroundsthe taper biuhing II which isl'ls yfixedtothesteerlngwheeihuband wherebythe steering wheel is securely mountedrelativetothesteeringshaft'landthesteering column I by the nut i'linaoonventional manner,

no invention being predicated on this manner of mounting.

The upper part II of theinner stationary tube projects above the nut IIinto the center of the well it and telescoped onthisupperend Ills thesplit sleeve portion of the mounting member 10' which includes clampingears I. and II which are adaptedtobedrawn togetherhythebolt 22 whichtraverses them to clamp the said mounting member rigidly in place on theupper part II of the stationary tube I, as is clearly shown inFigures2,4andofthedrawings.

The upper portion of the mounting member is is formed into thesubstantially circular plate II which is positioned at a level above thetop of the steering wheel hub and has in diametrically opposite sidesthereof segmental apertures 24 mil asare clearlyshowninl 'igureilof thedrawings. said apertures being provided to facilitate quick assembly ofthe parts during installation.

Other openings II and II, of circular form. are made in the plate 28,these openings being provided with insulating grommets II andrespectively, serve two purposes, first, they facilitate quick assemblyof the camming springs and v second, they provide inlets for the wiresof the left and the right turn signal circuits respectively,asclearlyshowninl'igures2,3and4ofthe drawingsi Another pair of circularopenings areprovidedformountingtheleftandtheright Maggi y t 40lumination thereof by the corresponding indicator bulb, of theestablishing and maintenance ordinary horn button switch mechanism, andthetopsurfaceofthehornbuttonl'lisshaped to conform in flush contour withthe convex curvature of the dome It. In horisontal 'alignment with thehorn button 31 the depressions II and I! are arranged diametricallyopposite each other the floors of which are at an approximate level withthe top of the cable retainer grommet II and serve to retain theindividual right and left turn signal switches ll and 40' respectively,thus, itwillbeobserved,thatarecessedswitch mounting seat is providedwherein the switch push-buttons are safely guarded against inadvertentoperationbythedriversarmasitmay passoverthehub coverinreachingforafreshgrip on the steering wheel when negotiating a turn. In additions to thedepressions II and 8t and in diametrically opposed vertical alignmentwith the horn button are depressions II and II within which are disposedthe circuit indicator lensesllandfl'asshowninl'igureslandi, thedepressions I. and 30 being shown in Figures 1 and 4.

The hub cover dome l8 terminates at its periphery in a depending flangell overlapping an annular flange ll which projects above that part ofthe steering wheel hub which immediately 1 Fill surrounds the upper endof the shallow portion of the well II, said two flanges cooperating toform a safe and relatively close hub-well closure.

The hub cover dome may be formed of a suitable plastic material,preferably some synthetic composition such as Tenlte, Bakelite, Catalin,Plascon, etc., which may be molded into the required shape, polished andcolored to harmonize with the instrument panel of the automobile.

The hub cover dome is secured in place on the plate 23 by mounting theindividual turn switches 40 and 40' on the dome and against the plate asshown in Figure 4, thereby obviating the necessity of unsightly screw orbolt heads.

The stationary mounting member I! which rigidly supports the dome I maybe formed of some light weight metal that may be die cast into therequired shape, and it should be observed in Figure 5 that a verticalkey It is formed on the interior of the split sleeve por tion of thismember and telescoped into an accommodating key-way provided in theupper end 1 of the stationary tube 8, said key and key-way interlockingto form a rigid, stabilized steering wheel unit. It should also beobserved that six keys 5! (three of which are visible on Figure 4) areformed as integral catches on the under side of the plate 23, said keysor catches being spaced and adapted to flt into three accommodatingkey-ways it which are incidentally formed in each switch during theassembly thereof, said keys and key-ways interlocking to stabilize theswitches during installation and thereafter.

Now referring to the steering wheel II in Figures 2 and 4 it will beobserved that the shallow portion II of the hub well terminates into anannular ledge or shoulder II the floor of which is formed into acircular groove or slot 44 which is under-cut at its opposite sides asindicated by the numerals II and 45' and comprises the over-hangingflanges 8i and ii.

In diametetrically opposed generally horizontal alignment of the slot 44as shown in Figure 5, are ramps or wedges u and 41 which willhereinafter be referred to as cam-seats, the side edges of which projectinto the groove extensions 45 and 45' formed by the overhanging flangesII and GI which cam-seats are equipped with flat heated set screws 48and 48' which are adapted to be turned down to lock the cam-seats inadjusted positions in any desired location within the slot. Theprincipal advantage of "adjustable type cam-seats lies in theflexibility attained thereby, however, flexibility is not essential tothe efficiency of operation of the parts involved, therefore, as analternative to the adjustable cam-seats just described, rigid camseatsmay be employed, and these may be achieved by limiting the slot N to asemi-circular arc terminating in abrupt slopes, said slopes serving thepurpose for which the present camseats are intended, however, the slopesor ramps corresponding to the cam-seats l6 and 41, must slope in aforward direction when the steering wheel is in a normal straight aheadposition as shown in Figures 5 and 6 of the drawings.

In operative relationship with the cam-seats 46 and 41 are companioncams l9 and III which are normally seated on the inclined plane of theirrelated cam-seats, these cams having rounded ends and formed with wedgeshaped wings 5i projecting from their opposite sides and extend underthe overhanging flanges 6i and BI and are thereby slidably confinedwithin the slot 44. These wings II are tapered toward the foot end ofthe cam-seats ll and 41 so that the cams normally assume a raisedinclined position as shown in Figures 6 and 8.

A spring I! (which will hereinafter be referred to as thecam-seater-spring is composed of a series of V-shaped contours reversedwith respect to each other and having their apioes loouly conflned underthe overhanging flanges II and II, said spring being disposed within theslot 44 between the cams l and II and on the sides thereof remote fromthe cam-seats ll and 41, as is clearly shown in Figure of the drawings,whereby the cams ll and I are constantly urged to assume the positionsshown in Figures 6 and 8.

The numeral 81 on Figure 5 of the drawings designates a portion of theouter overhanging flange I removed to facilitate admittance of all ofthe cammlng parts into the slot 44 and through which all of the assemblymay be removed.

Diametricaliy opposed. pairs of ears II and 54', secure by boltsdesignated II and I, to the lower sleeve portion of the casting I, aright and a left horizontal spring members II and El, (hereinafterreferred to as "cammingsprings") said cammlng-springs having lateralturned up sides ill and 00' on the free ends thereof, these portionsnormally positioned astride the top surface of the overhanging flangesII and II over the slot 44.

The purpose of the camming-springs is to eliminate any possibledead-spot from the steering wheel cammlng assembly. If these members areomitted a dead-spot results wherein the switches are renderedinoperative whenever the cams may be in a position directly beneath theswitch plunger. The camming-springs II and 58' eliminate the possibilityof dead-spots and the lateral turned up sides ill and I serve todislodge the cams from their related cam-seats simultaneously urgingthem downwardly, against the tension of the cam-seater-spring, until thesaid cams are fully unseated and at a horizontal level flush with thetop surface of the overhanging flanges where they are temporarilypositioned immediately in front of their related cam-seats, as shown inFigure 7. In this disengaged position the cams l9 and 5. are yieldablyurged by the cam-seater-spring B2 to pursue their related cam-seats l0and I! as the steering wheel is turned, said pursuance being effectedwith the cam in a flat unseated position wherein it is free to passunder and to the opposite side of the respective cammlng-springs BI andBI without effecting elevation thereof. The lateral turned up sides 6|and BI also prevent any sticking or scraping when the steering wheel isturned or when the cams are to be operatively engaged with the plungersof the'individual turn indicating switches.

The cammlng-springs SI and 58 are stationarily located directly underthe plungers '2 of the respective ones of the turn indicating switches40 and 40', as clearly shown in Figures 4, 6, 7 and 8, and the saidplungers do not come into direct contact with the cams at any time, thusit is evident that as the related one of the cammlng-springs is elevatedby engagement therewith of the corresponding cam, the elevation of thecammlng-spring effects elevation of the corresponding switch plungers.

As heretofore indicated, Figures 6, '1 and 8 of the drawings showprogressive stages in the cooperation between the cam and cam-seat withrespect to the camming-spring and the plunger of the individual turnindicating switch, ,and from these figures it will be obvious,considering that Figure 8 shows the neutral or normal. straight aheadposition of the steering wheel, that as the indicated turn is executed.the cam and the cam-seat corresponding to the depressed switch plungerare automatically disengaged so that they are free to pass under thecammingspring to the opposite side thereof without elevating the springto cause elevation of the plun er, since the cam lies flat in thisarrangement of the parts, as shown in Figure '7.

However, as the direction of action is reversed in returning thesteering wheel from the turned position toward the straight aheadposition, sufficient pressure having previously been exerted by theexpansion of the cam-seater-spring I! to push the corresponding camtoward and up along the ramp ofits cam-seat so that the cam againassumes its normal, inclined.-elevated position, on the opposite'side ofthe camming-spring, it is evident, that, with the cam in this elevatedposition, the reverse movement of the body containing the cam, relativeto the correspondingstationary switch and its camming-spring, willsufiiciently elevate the camming-spring and consequently the switchplunger to automatically reset the switch to "01! position.

The displacement and replacement of the cams from and back. to itsrelated cam-seat as illustrated in Figures 6, 7, and 8, occurs everytimethe steering wheel .is turned sufiiciently to permit it, regardless ifthe switch plunger is depressed or not, however, the wear to the partsinvolved is negligible.

Referring now to Figures from 9 to 19 inclusive, which arerepresentative of each of the individual turn indicating switches ll and40' and of the variousparts comprising each of said vswitches, thenumeral 02 designates the generally cylindrical solid plunger which isvertically slidable in the bushing or neck I which is exteriorlythreaded as indicated by numeral 04. this threaded portion projectsthrough vertically aligned openings in the plate "and the dome II, ashoulder formed by the shank portion II of the neck I abuts against theunder side of the plate and is provided with three equi-spaced notchesII for crimping the switch case to the shank in a; compact assembledunit, said crimped indentations 59 interlocking with three companioncatches or keys I! which serve to stabilise the switch duringinstallation thereof and thereafter, complementing the clamping nut 60.

Within the bore of the shank portion II is an angular outset i'lterminating in an annular edge I which comprises an inclined detentgroove into which the conductiveballs I! and II one arranged to projectto positively retain the switch plunger 62 in "off" position untilsubsequent manual depression thereof. The arrangement provided to exertconstant outward pressure against the conductive balls and II, iscomprised of the coil, expanding spring H loosely confined in thetransverse passage 12 which is formed in the plunger l2 Surrounding andcrimped to the shank 85, is a cylindrical casing II which has arectangular side opening "I4 through which projects the connector arm IIwhich is adapted for the binding post II, this arm projects from theconductive annulus 'I'I which is concentrically arranged in the casing18 and insulated therefrom by being inlaid in Y place by the dielectricwasher It.

Itwillbeobservedthattheorificeinthedielectric washer l8 islarger thanthat of'the shank ll, above it. or of that of the conductive annulus II1, below it, thus is provided a detent groove flanked above and belowby electrical conductors, thus. when the plunger 02 is in the positionshown in Figure 9, the switch is in the "on" position, because theconductive balls '0 and II are 10 pressed into contact with both theconductive annulus I1 and the conductive shank rim ll, thus bridging thedetent groove provided by the dilectric washer -18 and thereby closingthe electrical circuit by grounding the conductive annulus 11 throughthe'conductive shank II to the conii'lictive plate 23 against which theshank abu :When the plunger 02 is-in the position shown in Figure 9, theoutwardly spring pressed balls .0 and II slightly project into thedetent groove formed by the enlarged orifice in the dielectric washerII; with the balls in this position. the switch is positively retainedin the "on" podtion until the plunger is outwardly raised; when the 25plunger is raised, the balls are slightly pressed .towards each other astheir horizontal center over the shank rim ll at which time they arereleased to slightly project into the angular detent groove ",andthereby the switch is positively retained in the o position until theplunger is outwardly depressed.

The plunger 62 containing the transverse passage l2. may be molded ofthe same kind of dielectric material which is used in molding the domeII, or of some other tough nonconductive plastic material,

In tooling the die for stamping the switch casing II, provision shouldbe made for externally impressing two inward conical indentations into4" the casing fioor, to register with two companion impressions moldedinto the under side'of the dielectric washer ll. These indentationsshould be impressed into the floor of the casing I! from the outside andspaced so as to stabilize the washer II on the fioor of the casing, sothat the connector arm Ii cannot turn to become grounded through thecasing at the sides of the rectangular opening it.

Having described in detail the various parts so comprising thissignaling system, its manual operation is as follows:

On Figure 1 it will be observed that the horn button 31 isconventionally located in the center of the steering wheel hub cover I8.and in diametrically opposed vertical alignment therewith are twodepressions ll and II respectively containing the circuit indicatorlenses "and 3| of the right and the left turn signaling circuits. and indiametrically opposed horizontal alignment with the horn button 31 aretwo more depressions 38 containing the left and the right turnindicating switches I and II.

Now, with Figure 1 in view, let us assume that a vehicle so equipped isparked at the curb in the usual manner, with the ignition switch turnedto 0115" position; in this position ofthe ignition switch all of theturn-lights and the stop-light are electrically inoperative, thus theentire system is electrically tamper proof while the ignition switch islocked. Now assume that the operator turns the ignition switch to "on"position preparatory to starting the engine and drivingoif, in thisposition 'of the ignition switch all of the turn-lights are electricallyoperative and the stop-light is illuminated and remains illuminated aslong as the accelerator pedal of the vehicle is in the up or inoperativeposition. Now assuming that the operator is about to drive oil, prior tobacking out of an angle parking he depresses the push-button I! of theleft switch ll this operation illuminates the red, left circuitindicator lense 3| and simultaneously causes the front and rear leftturn indicating signals to "blink" and these signals continue to blinkuntil the vehicle is well back into the trails lane, atwhich time theswitch is automatically restored to, off position and the signalsextinguished, by action of the camming means, as heretofore described.The operation, automatic action and results are the same when departingfrom a parallel curb parking, thus, a starting signalis comprised inthissystem. Nowassumingthat the vehicle in the traiiic lane and proceedingwith the flow of traiiic is to be suddenly slowed down or stopped;during the course of travel and while the vehicle is in powered motionthe stop signal remains 01!, but the instant the foot is removed fromthe accelerator pedal for application to the brake preparatory tosuddenly slowing down or stopping, the stop signal flashes on, thus theaction of this stop signal is instantaneous with the beginning of asudden retardation or stopping maneuver and not near the end thereof,and thus is combined in the same bulb a slow-down signal and a stop"signal.

Now assuming that the operator desires to indicate a contemplated leftturn, he depresses the push-button 62 of the left switch ll, immediatelythe red left circuit indicator lens 35' is illuminated, thus assuringthe operator of the operation and maintenance of that circuit,simultaneously both front and rear left side signals "blink" and therebytransmit unmistakable signals of the operator's intended left turn, toall concerned, pedestrians as well as motorists, and the blinkingcontinues until the vehicle is well around the turn or completely aroundand again proceeding in a straight direction, depending upon the degreeof turn, but regardless of the degree of turn, an extensive and adequatesignal is assured with a minimum of effort or attention of the operator,because, the operator, having depressed the push-button, can then forgetabout it and give his undivided attention and effort to negotiating theindicated turn. Now assuming that the operator desires to indicate aright turn, the directions, operation, action and results, are similarto that for the left turn just described, however, of course, for theright turn the push-button 82 is depressed on the right switch 40, thisilluminates the green indicator lens 35 and the green front and rearturn signals on the right side of the automobile.

Now assuming that the operator desires to indicate to a followingmotorist, an intended passing of a preceding vehicle, all traveling inthe same direction, he merely depresses the pushbutton of the switch onthe side corresponding to theside past which the passing is to beattempted; this operation sets the appropriate signal lights to blink,and the blinking continues during the entire maneuver and until theoperator again returns into his former lane of travel, at which time thedepressed switch plunger is restored to 011" and the signal lightsextinguished, by the automatic action of the camming means heretoforedescribed, and thus, is provided a left and a right passing signal.

Now assuming that the operator desires to indicate to motoristsapproaching his rear, an intention to reverse, he may simultaneouslydepress the plungers 02 of "both the right and the left switches 40 and40', this dual signal, may, by a predetermined code, signify anintention to reverse. Ifthereverseispartofaparalleltothe curb parkingmaneuver, both switches will be automatically reset to oil position andall'the related signal lights automatically extinguishedbytheactionofthecammingmeans duringthe maneuver, and thus is establisheda reverse signal. However, if any driving maneuver does not entailsufiicienti manipulation of the steering wheel to automatically restoreeither or both of the switches to oif" position, the expedient of adeliberate slight swerve of the steering wheel will accomplish thatresult; and since the degree of swerve required need not necessarilyexceed the amount usually allowed for play, the switches may bedeliberately reset without appreciably affecting the direction of thefront wheels.

For all audible signals, the operator presses the convenient horn-buttonII.

It will be observed that this signal system comprises:

(1) A starting signal (5) A right turn signal (2) A slow-down signal (8)A passing signal (3) A stop signal (7) A reverse signal (4) A left turnsignal (8) An audible signal Although I have shown and described hereina preferred embodiment of my invention, it is to be definitelyunderstood that I do not desire to limit the application of theinvention thereto, and any change or changes may be made in thematerials and in the structure and arrangement of the parts, within thespirit of the invention and the scope of the subioined claims.

What is claimed as new is:

l. The combination with a steering wheel having a hollow hub, of astationary tube projecting into the hub and provided with a mountingmember at the upper end thereof, a signal switch mounted on the mountingmember overlying the hub, means for setting the switch to on position bymanual operation thereof, and camming means comprising a one-wayreceding cam, movably confined in an arcuate slot, within the hub ofsaid wheel, for resetting the switch to of! position by action of thesteering wheel in the .act of steering.

2, The combination of a steering wheel having a hollow hub, a stationarytube projecting into the hub and provided with a substantially circularmounting member on the upper end there- 01, a convex cover forming aclosure of said hub and provided with a pair of recessed switch seats, apair of individual switches mounted in the switch seats below thesurface contour of the cover, a, manually operative plunger comprisingtransversely contained movable contact balls in each switch, saidplunger depending below the switch casing and terminating in a camoperative member, and camming means housed within the hub of said wheelfor automatically actuating the cam operative members of the individualswitches from on to oil position by action of the steering wheel in theact of steering; said camming means comprising a relatively largediameter hub well. a shoulder in said well forming a ledge comprised ofoverhanging flanges, said flanges forming an annular slot which slidablyconfines 'a pair of cams, said cams being forcibly separated by anexpansion spring disposed between and engaging said cams so asto-yieldably urge them into raised hub being comprised in the memewhereby the menuaily depreeeed piunlere o! the individuni witches ereeutometicelly eiented into 01! noeition' Mention of the eteerinuwheel inthe net of 'lteerinl.

LE0 J. KOBIILLA.

